Engine



M. GORSKI Feb. 21, 1967 ENGINE 4 She ets-Shest 1 Filed Sept. 30, 1964 INVENTOR. M/c/MEL olesxl M. GORSKI 7 Feb. 21, 1967 ENGINE Filed Sept. 30, 1964 4 Sheets-5heet 5 IN VEN TGR.

BY MMHAEL Goes/d W, 4% m A 77OE/VE Y} Feb. 21, 1967 GQR$K| 3,304,927

ENGINE Filed Sept. 30, 1964 4 Sheets-Sheet 4.

- INVENTOR. Mai/45 Goes/d Ar roEMEYf United States Patent Office R 3,304,927 Patented Feb. 21, 1967.

3,304,927 ENGINE Michael Gorski, 2108 S. Muskego Ave., Milwaukee, Wis. 53215 Filed Sept. 30, 1964, Ser. No. 400,320 4 Claims. (Cl. 123-179) The invention relates generally to internal combustion engines and particularly to internal combustion engines intended for marine use.

The invention provides an internal combustion engine including, both separately and in combination, electrical control means for starting the engine for either clockwise or counterclockwise crankshaft rotation, and means for restricting a cam shaft to one direction of rotation regardless of the direction of rotation of the crankshaft. Provision for selectively reversing the direction of crankshaft operation eliminates the usual transmission clutch which normally affords forward and rearward operation.

The electrical control and starting means includes a reversible electric starting motor, and means preventing supply of electrical energy to the ignition coil prior to energizing of the electric starting motor, whereby starting of the engine in a rotative direction, opposite fro-m the previous direction of rotation, is afforded. The electrical control and starting means also includes an overrunning clutch. The features of the invention which relate to reversible starting are applicable to both two stroke and four stroke engines.

The invention also provides an arrangement for coupling driving and driven shafts and for assuring rotative movement of the driven shaft in one direction only regardless of the direction of rotation of the driving member. In the specifically disclosed construction, the driving shaft is an engine crankshaft and the driven shaft is an engine cam shaft. This feature of the invention is particularly applicable to four stroke engines.

Other objects and advantages of the invention will become known by reference to the following description and accompanying drawings in which FIGURE 1 is a side elevational view of an engine incorporating various of the features of the invention;

FIGURE 2 is an end elevational view of the engine shown in FIGURE 1;

FIGURE 3 is a perspective view of the single lever control for regulating operation of the engine;

FIGURE 4 is a diagrammatic view of the engine controlling and starting means;

FIGURE 5 is an enlarged view of a portion of the front of. the engine shown in FIGURE 1;

FIGURE 6 is a view taken along line 6-6 of FIG- URE 5;

FIGURE 7 is a fragmentary view showing the overrunning clutch;

FIGURE 8 is a view URE 7;

FIGURE 9 is a sectional of FIGURE '6;

FIGURE 10 is an enlarged fragmentary view, partially taken along line 8-8 of FIG- view taken along line 9-9 I broken away and in section, of the arrangement at the rearward end of the engine for driving the cam shaft in a constant rotative direction;

FIGURE 11 is a sectional view taken along line 11-11 of FIGURE 10;

FIGURE 12 is an elevational 12-12 of FIGURE 11; and

FIGURE 13 is a sectional view taken along line 13-13 of FIGURE 10.

Shown in FIGURE 1 of the drawings is an internal combustion engine 11 which is of conventional four cylinder construction except as hereinafter noted and which includes an engine block 13 rotatably supporting a crankshaft 15. Certain of the features of the invention are also applicable to two stroke engines. Carried by the crankshaft 15 are a flywheel 16 (see FIGURE 5), a counterweight 18 (see FIGURES l and 11), and a series of pistons 17 which are reciprocable in a like series of cylinders 19 each including a spark plug 21. The number of cylinders 19 is immaterial to the invention. Connected to each of the spark plugs 21 is a distributor 23 including the usual breaker mechanism. In turn, the distributor 23 is connected to an ignition coil 27 including both primary and secondary windings 29 and 31, respectively (see FIGURE 4). Also provided is a source of electrical energy which is disclosed as a battery 35, which is shown diagrammatically in FIGURE 4, and a generator or alternator 33 which is driven by the crankshaft through a belt 34 and which, under forward drive conditions, charges the battery 35. Furthermore, the engine '11 includes an electric starting motor 37 which, in the preferred embodiment, is reversible depending upon the application of the energizing current. If desired, two separate starting motors, one for each direction, could be employed. Connecting the starting motor 37 to the crankshaft I5 is an overrunning clutch mechanism or means 39 (see FIGURE 5), which is generally contained in a housing 40 carried by the engine block 13.

Also provided in the engine 11 is a conventional cam shaft 41 (see FIGURE 11) which operates the engine valves and a water pump 42 (see FIGURE 2) and which is connected to the crankshaft 15 through a coupling or means 43 which assures cam shaft rotation in one direction only regardless of the direction of rotation of the crankshaft 15. The coupling 43 is contained in a housing 44 mounted on the engine block 13. A valve cover 46 encloses the valves.

Operation and starting of the engine 11 shown in FIG- URE 1 is controlled through an engine starting and operating means including a circuit 45 shown in FIG- URE 4 and a control 47 shown in FIGURE 3. The control 47 comprises a housing 49 which rotatably supports a single control lever 51 which can be rocked to either side of a central neutral position to effect crankshaft operation in either clockwise or counterclockwise direction.

Contained, in part, in the housing 49 is switch means for selectively controlling rotative operation of the starting motor 37. In the disclosed construction, such means includes, in part, a shaft 53 which is carried by the lever 51, as shown schematically in the circuit diagram of FIG- URE 4, and which carries cams 55 and 57. The cams 55 and 57 are arranged to respectively operate a pair of double throw switches 59 and 61, which switches respectively include fixed contacts 63-65 and 67-69, together with movable contact means in the form of connected pairs of movable contacts 71-73 and 75-77. The cams 53 and '55 are respectively located between the movable contacts so as to close the movable contacts 71-75 respecview taken along line a tively with the fixed contacts 63-67 in response to movement of. the control lever 51 in one direction from neutral and to close the movable contacts 73-77 with the fixed contacts -69 in response to movement of the control lever 51 in the other direction from neutral. The lever 51, shaft 53, and cams 55-57 comprise, in part, means mechanically connecting the double throw switches 59 and 61 for concurrent operation.

The switch 61 will be sometimes referred to as the ignition interrupting switch and the switch 59 will sometimes be referred to hereinafter as the starting motor relay switch.

Further in regard to the circuit 45 shown in FIGURE 4, the battery 35 is connected through a power circuit (shown in heavy lines), including a lead 79, with a pair of fixed contacts 81 and 83 which are selectively connectable with a cooperating pair of fixed contacts 85 and 87 by solenoid relays 89 and 91 including respective bus bars 93 and 95. In turn, the contacts 85 and 87 are connected by respective leads 97 and 99 to the opposing poles of the reversible electric starting motor 37. Thus, when one of the sole- 7 noid relays 89 and 91 is actuated, the starting motor 37 will run in one direction. When the other of the starting motor solenoid relays 89 and 91 is actuated, the starting motor 37 will run in the opposite direction.

The circuit 45 shown in FIGURE 4 also includes a control circuit which is connected to the battery by a lead 101 which, in turn, is connected to a manual off-on ignition switch 103. From the switch 103, lead 105 electrically couples the switch 103 to the connected movable contacts 75-77 of the ignition interrupting switch 61 and lead 107 electrically couples the switch 103 to a centrifugal switch 109 whichis mounted on the shaft of the generator 33. Extending from the centrifugal switch 109 is a lead 111 coupled to the connected movable contacts 71-73 of the starting motor relay switch 59. The centrifugal switch 109 operates above a predetermined speed, as for example, 180 rpm. of the crankshaft, to disconnect the starting motor relay switch 59 from the battery 35. The fixed contacts 63-65 of the starting motor relay switch 59 are respectively connected by leads 112 and 114 to the coils 113 and 115 of the respective solenoid relays 89 and 91.

The stationary contacts 67-69 of the ignition interrupting switch 61 are respectively connected by leads 117 and 119 to switch means in the form of a third double pole switch including respective fixed terminals 121 and 123 which co-act with movable contact means in the form of a contact blade 125 connected by a lead 127 to the primary winding 29 .of the ignition coil 27. Also provided are means connected to the solenoids and to the third double pole switch for actuating the contact blade 125 for movement between the fixed terminals 121 and 123 by operation of the solenoid relays 89 and 91.

More specifically, the solenoid relays 89 land 91 respec-' tively include plungers 129 and 131 which, at one end, respectively support the associated bus bars 93 and 95. At their other ends, the plungers 129 and 131 are respectively pivotally connected at 134 and 136 to a cross bar 133. The plungers 129 and 131 are respectively biased for movement toward the cross bar 133 by suitable means in the form of respective springs (see FIGURE 1). Thus, the spring 135 associated with the solenoid relay 89 serves to rock the cross bar 133 about the pivot 134 as a fulcrum when the other solenoid relay 91 is actuated, and vice versa.

As shown in FIGURES 4 and 6, the rocker arm 141 is pivotally supported immediately above the cross bar 133 on a shaft 142 supported by the engine block 13. The rocker arm 141 carries the movable contact blade 125 and includes, at each end, respective pins 143 and 145 which project into the path of movement of the cross bar 133. In the event the rocker arm 141 is not already pre-positioned, cross bar movement effects rocking of the rocker arm 141 in the same direction as movement of the cross bar 133, thereby causing selective engagement of the 4 movable contact blade 125 with the fixed terminals 121 and 123 in accordance with cross bar movement. The terminals 121 and 123 and the contact blade 125 are physically located in a switch housing 146 (see FIGURE 9) supported by the engine block 13.

In the disclosed construction, means are provided for releasably braking the starting motor 37 whenever current to both the solenoids 89 and 91 is discontinued. In this regard, as can be seen in FIGURES 6 and 9, the cross bar 133 has connected thereto, intermediate its ends, a strap 147 which, at its lower end, is connected to a lever 149 pivotally mounted by the engine block 13. The shaft or stud 151 supporting the lever 149 includes a portion 153 of non-circular cross section which is located between opposing fianges 155 extending from a pair of brake band arms 157.

Flanges 155 are urged toward one another by means including a headed stud which extends through each .of the flanges 155 and a spring 163 which encircles the stud 161 and acts between one of the flanges 155 and a nut 165 to urge the flanges 155 together. The brake band varms 157 are pivotally mounted on a stud 167 fixed to the engine block 13 for movement relative to a wheel or disk 169 on the output shaft 171 of the starting motor 37. Ac-

' cordingly, when the strap 147 is displaced upwardly, as

shown in FIGURE 6, by pivotal movement of the cross bar 133 about one of its pivots 134 and 136 in response to energizing of one .of the solenoid relays 89 and 91, the lever 149 is rocked in the clockwise direction (FIGURE 6), whereby the brake arms 157 are spaced apart against the action of the spring 163 by cooperation of the noncircular shaft portion 153 and flanges 155, to thereby afford starting motor rotation.

Operation of the circuit 45 is as follows: When it is desired to start the engine for forward drive, the switch 103 is first closed, and then the hand lever 51 is rocked in the counterclockwise direction as seen in FIGURE 4. Such operation of the hand lever 51 closes contacts 63-71 and 67-75. Contacts 65-73 and 69-77 remain open. As the overspeed switch 109 is closed, current flows through lead 107, switch 109, lead 111, contacts 63-71, and lead 112 to coil 113 of solenoid relay 89. Energizing of the coil 113 serves to connect the contacts 81 and 85 which is effective to energize the starting motor37 to operate the engine in forward drive rotation.

Energizing ofthe coil 113 also serves to rock the cross bar 133 in the clockwise direct-ion as seen in FIGURE 4, about the pivot 136. Such cross bar movement releases the brake band arm 157 to free the starting motor shaft 171 for rotation. In the event previous engine operation was for rearward drive, and the contact 121 is not engaged with contact blade 125, such cross bar movement also serves to shift the rocker arm 141 in the clockwise direction, connecting terminal 121 to contact blade 125. Such engagement electrically couples the battery 35 to the primary winding 29 of the ignition 27 through lead 105, con tacts 67-75, lead 117, contact 121, contact blade 125, and lead 127. It is to be noted that operation of the starting motor relay solenoid 89 also serves to connect contact 121 with blade 125 in the event they are not already in contact.

When the engine 11 is operating at a predetermined speed, the switch 109 opens, thereby de-energizing the solenoid relay 89 and discontinuing operation of the starting motor 37. Should engine speed drop below a given idling speed, the switch 109 will again be closed to initiate starting motor operation.

Operation of the circuit 45 to provide for operation of the engine 11 affording rearward drive is essentially the same as that already explained except that operation of the hand lever 51 closes contacts 65-73 and 69-77, that solenoid relay 91 is actuated, and in the event terminal 123 and contact blade 125 are not engaged, contact blade 125 is connected to terminal 123.

When changing the direction of engine operation between forward and rearward drive, or whenever returning the lever 51 to neutral, passage of the hand lever 51 to its neutral position serves to interrupt current flow through switch 61 to the ignition coil. Passage of the hand lever 51 to its neutral position also serves to open switch 59, whereby both of the solenoid relays 89 and 91 are disconnected from the battery 35. When the solenoid relays 89 and 91 are de-energized, the cross bar 133 assumes a horizontal position, as shown in FIGURE 4, under the influence of the springs 135 and the starting motor 37 is braked. The starting motor can thereafter be started in either direction as desired.

Rotation of the crankshaft 15 in response to starting motor operation in either rotative direction is accomplished by the overrunning clutch 39 shown best in FIG- URES 5, 6, 7, and 8. The overrunning clutch 37 is generally enclosed in the housing 40 and includes a starting or driven gear or plate 175 which is rotatively mounted on a bearing 177 supported by a crankshaft extension 179. The starting gear 175 is drivingly connected to the starting motor output shaft 171 through meshing engagement with a pinion 181 carried by the output shaft 171.

The starting gear includes a central hub 183 and a circular series of projections 185 for purposes still to be explained. The starting gear 175 is retained on the extension 179 by a keyed collar 187. Located between the collar 187 and the starting gear 175 is a thrust bearing 189. A gasket or seal 190 is provided between the housing 40 and the crankshaft extension 179.

The overrunning clutch 39 also includes a drive plate in the form of the flywheel 16 which is fastened to the flanged end of the engine crankshaft 15. The flywheel 16 includes an annular clutch surface and, inwardly of the clutch surface, the flywheel 16 is counterbored to receive the flanged end 193 of the crankshaft extension 179. Bolts 195 retain the crankshaft extension 175, the flywheel 16, and the crankshaft 15 in fixed relation to one another, and constitute, together with said extension 179 and bearing 177, one form of means co-axially mounting the starting gear and flywheel.

Supported on a bearing 201 carried on the hub 183 of the starting gear 175, for oscillatory and axial movement, is a floating clutch plate or disk 203 which includes an annular lining 205 adapted to frictionally and drivingly engage the annular surface 191 of the flywheel 16 in response to axial displacement of the floating disk 203 to the right as shown in FIGURE 5. The hub 183 and bearing 201 constitute one form of means mounting the floating disk 203 co-axially with the starting gear 175 and flywheel 16 and for rotative movement independently of the gear 175 and flywheel, as well as for axial displacement.

The overrunning clutch 39 further includes means on the starting gear 175 and on the floating disk 203 for rotatably driving the disk 203 with the starting gear 175, for axially displacing the floating disk 203 into rotative driving engagement with the flywheel 16, and for affording overrunning disengagement of the floating disk 203 from the flywheel 16 in response to flywheel rotation at a speed faster than floating disk rotation. Such means comprises the before mentioned circularly arranged lugs or projections 185 and cooperating recesses 207 on an annular ring portion 209 of the floating disk 203.

More particularly, each projection 185 comprises a pair of spaced, inclined camming and driving surfaces 211 and 213. Each of the recesses 207 has a like pair of inclined camming and driving surfaces 215 and 217 which are spaced from each other by a distance in excess of the distance between the surfaces 211 and 213. During engine starting operation, when the starting gear 175 is rotated in one direction, one of the oppositely inclined camming surfaces 211 and 213 of each projection 185 engages the cooperating one of the camming surfaces 215 and 217 of the associated recess 207 to rotatably drive the floating disk 203 and to axially displace the disk 203 into driving engagement with the flywheel 16. Rotation 6 of the starting gear in the opposite direction also serves to rotate the floating disk 203 and to axially displace the disk 203 through cooperation of the other ones of the surfaces 211-213 and 215-217.

After engine starting operation, when the rate of crankshaft rotation exceeds that of the floating disk 203, the disk 203 is rotated (relative to the starting gear 175) in the opposite direction therefrom so as to afford disengagement of the surfaces 211213 from the surfaces 215- 217, to afford displacement of the floating disk 203 to the left in FIGURE 5, and separation of the surfaces 191 and the lining 205, thereby affording disengagement of the clutch 39 notwithstanding operation of the starting motor 37. Accordingly, operation of the starting motor 37 in either direction engages the clutch 39 to cause corresponding crankshaft rotation until the rate of crankshaft rotation exceeds the rate of rotation of the starting gear 17 5 whereupon the clutch 37 is automatically disengaged. Subsequently, operation of the switch 109 de-energizes the starting motor 37.

In order to sustain operation, the engine 11 includes, as seen in FIGURES 10 through 13, the cam shaft 41 which operates the engine valves in a conventional manner. Proper valve operation is maintained, notwithstanding rotation of the cam shaft 41 in opposite directions, by means which connects the crankshaft 15 and the cam shaft 41 and imparts a single rotative direction to the cam shaft 41 at one-half the speed of the crankshaft 15. In the disclosed construction, such means takes the form of the coupling 43.

As can be seen best in FIGURES 10 through 13, the coupling 43 is mounted in the housing 44 carried by the engine block 13 and includes a driving gear 221 and a driving sprocket 223 which are keyed to the crankshaft 15 in axially spaced relation to each other. Rotatably mounted on bearings 225 supported by the cam shaft 41 are a driven gear 227 enmeshed with the driving gear 221 and therefore rotated in the opposite direction from the gear 221, and a driven sprocket 229 connected by a chain 231 with the driving sprocket 223 and therefore rotated in the same direction as the sprocket 223. Consequently, the driven sprocket 229 and the driven gear 227 rotate in opposite directions.

The coupling 39 includes means for selectively coupling either the gear 227 or the sprocket 229 to the cam shaft 41 to afford carn shaft rotation in one direction only. Such means includes a hub 233 keyed to the cam shaft 41 between the gear 227 and the sprocket 229, together with a pair of pawls or hooks 235 and 237 which are respectively carried by the gear 227 and sprocket 229 in adjacent relation to each other. The pawls 235 and 237 and the hub 233 include releasably interengaging means. More specifically, the peripheral surface 247 of the hub 233 is formed to include a cam having a transverse recess or slot 239 which extends into the hub 233 in the direction of intended cam shaft movement. The outer wall of the slot 239 includes a stop or abutment 241. The inner wall of the slot 239 is formed by a camming surface 242 which merges smoothly with the remainder of the hub periphery 247.

The pawls 235 and 239 are respectively pivotally mounted on the driven gear 227 and driven sprocket 229, by respective studs 243 and 245, and are biased for engagement with the peripheral hub surface 247 by respective springs 249 and 251. Means in the form of pins 253 and 255 respectively carried by the driven gear 227 and driven sprocket 229 and operative in respective arcuate grooves 257 and 259 in the respective pawls 235 and 237 are provided for guiding pivotal pawl movement either under to the action of the springs 249 and 251 or in response to the action of centrifugal force accompanying gear and sprocket rotation. Radially outward pawl movement occurring in response to centrifugal force and in opposition to the spring action avoids noisiness in operation.

The pawls 235 and 237 also include respective fingers 261 and 263 having respective heads 265 and 267 including, at the outer ends thereof, respective camming and driving curved surfaces 269 and 271. Inwardly from the curved surfaces 269 and 271, the heads include radially outwardly projecting shoulders 273 and 275 which are adapted to interlock with the abutment 241. The driven gear 227 and the driven sprocket 229 also respectively include counterweights 277 and 279 disposed in diametrically opposed relation to the pawls 235 and 237.

During operation, the cam shaft 41 is always rotated in the clockwise direction as seen in FIGURE 11. When the sprocket 229 is rotating in clockwise direction, the driven gear 227 is rotating in the counterclockwise direction, i.e., counter to the direction of intended cam shaft rotation. Such rotation of the gear 227 precludes entry of the finger 261 into the transverse slot 239 in the hub 233 and permits radially outward shifting of the pawl 235 about its pivot 233 against the action of the spring 249 in response to gear rotation.

However, when the sprocket 229 is initially rotated at relatively slow speed, in the clockwise direction as seen in FIGURE 11, the combined camming and driving surface 271 of the finger 263 is engaged with the camming surface 247 on the sub 233 by action of the spring 251 until the head 263 enters into the slot 239 and the camming and driving surface 271 is seated against the base of the slot 239. Such engagement causes driving of the cam shaft 41 by the pawl 237. Such engagement also slightly cams the pawl 237 radially outwardly about the pivot 245 to locate the abutment 241 and the shoulder 275 in interlocking relationship. Accordingly, should the rate of sprocket rotation be reduced, the rate of cam shaft rotation will be restrained by abutment and shoulder int-erengagement.

If the engine 11 is stopped and again started in the same direction, there will be immediate cam shaft rotation due to engagement of the head 263 and the slot 239. Should the engine 11 be stopped and started in the opposite direction, the pawl 235 carried by the driven gear 227 will operate in the same manner as explained above with respect to the pawl 237, while the pawl 237 carried by the driven sprocket 229, which isnow rotating in the opposite rotative direction from the direction of intended cam shaft rotation, will operate in the same manner as first described with respect to the pawl 235.

Various of the features of the invention are disclosed in the following claims.

What is claimed is:

1. A starting circuit for an internal combustion engine having starting motor means for reversibly starting the engine, said circuit comprising the combination of a source of electrical current, a pair of solenoids operable selectively to energize the motor means for engine starting in opposite rotative directions, first switch meanselectrically coupled to said curent source and operable to selectively energize said solenoids, an ignition coil, second switch means electric-ally coupled to said ignition coil and including a pair of contacts selectively electrically coupled to said ignition coil, third switch means electrically coupled to said current source and to said pair of contacts, said third switch means being operable to selectively electrically couple said contacts to said current source, and means mechanically connecting said second switch means and said solenoids to electrically couple one of said contacts with said ignition coil in response to energizing of one of said solenoids and to electrically couple the other of said contacts with said ignition coil in response to energizing of the other of said solenoids.

2. A starting circuit for an internal combustion engine having starting motor means for reversibly starting the engine, said circuit comprising the combination of a source of electrical current, a pair of solenoids operable selectively to energize the motor means for engine starting in opposite rotative directions, first switch means electrically coupled to said current source and operable to selectively energize said solenoids, an ignition coil, second switch means electrically coupled to said ignition coil and including a pair of contacts selectively electrically coupled to said ignition coil, third switch means electrically coupled to said current source and to said pair of contacts, said third switch means being operable to selectively electrically couple said contacts to said current source, means mechanically connecting said second switch means and said solenoids to electrically couple one of said contacts with said ignition coil in response to energizing of one of said solenoids and to electrically couple the other of said contacts with said ignition coil in response to energizing of the other of said solenoids, and means mecanically connecting said first and third switch means to cause concurrent electrical coupling of said current source to said one solenoid and to said one contact and to cause concurrent electrical coupling of said current source to said other solenoid and to said other contact.

3. A starting circuit for an internal combustion engine having starting motor means for reversibly starting the engine, said circuit comprising the combination of a battery, an overspeed switch electrically coupled to said battery, a pair of solenoids operable selectively to energize the motor means for engine starting in opposite rotative directions, a first double throw switch having first movable contact means electrically coupled to said overspeed switch and a first pair of fixed contacts selectively engageable by said first movable contact means and respectively electrically coupled, in series, with said solenoids, an ignition coil, a second double throw switch having second movable contact means electrically coupled to said ignition coil and a second pair of fixed contacts selectively engageable by said second movable contact means, a third double throw switch having third movable contact means electrically coupled to said battery and a third pair of fixed contacts selectively engageable by said third movable contact means and respectively electrically coupled, in series, to said second pair of fixed contacts, and means mechanically connecting said second movable contact means and said solenoids to cause engagement of said second movable contact means with one of said second pair of fixed contacts in response to energizing of one of said solenoids and to cause engagement of said second movable contact means with the other of said second pair of fixed contacts in response to energizing of the other of said solenoids.

4 A starting circuit for an internal combustion engine having starting motor means for reversibly starting the engine, said circuit comprising the combination of a battery, an overspeed switch electrically coupled to said battery, a pair of solenoids operable selectively to energize the motor means for engine starting in opposite rotative directions, a first double throw switch having first movable contact means electrically coupled to said overspeed switch and a first pair of fixed contacts selectively engageable by said first movable contact means and respectively electrically coupled, in series, with said solenoids, whereby coupling of one of said first pair of fixed contacts to said overspeed switch electrically couples said overspeed switch to one of said solenoids, and whereby coupling of the other of said first pair of fixed contacts to said overspeed switch electrically couples said overspeed switch to the other of said solenoids, an ignition coil, a second double throw switch having second movable contact means electrically coupled to said ignition coil and a second pair of fixed contacts selectively engageable by said second movable contact means, a third double throw switch having third movable contact means electrically coupled to said battery and a third pair of fixed contacts selectively engageable by said third movable contact means and respectively electrically coupled,

in series, to said second pair of fixed contacts, means mechanically connecting said second movable contact means and said solenoids to cause engagement of said second movable contact means with one of said second pair of fixed contacts in response to energizing of one of said solenoids and to cause engagement of said second movable contact means With the other of said second pair of fixed contacts in response to energizing of the other of said solenoids, and means mechanically connecting said first and third double throw switches to cause concurrent electrical coupling of said overspeed switch and one of said first pair of fixed contacts and of said battery and said one of said second pair of fixed contacts and to cause concurrent electrical coupling of said overspeed switch and the other of said first pair of fixed contacts and of said battery and said other of said second pair of fixed contacts.

References Cited by the Examiner UNITED STATES PATENTS 1,126,264 1/1915 Odell 19250 5 1,289,315 12/1918 Trood 290-38 1,290,472 1/1919 Zimmerman 290-38 1,426,575 8/1922 Lanham et al. 12341 1,954,890 4/1934 Rembert et a1 74812 2,269,924 1/1942 Winkley 123-41 10 2,353,900 7/1944 lanes 29038 2,363,804 11/1944 Reiland 123-41 2,384,996 9/1945 Hanson 74812 X MARK NEWMAN, Primary Examiner. 15 LAURENCE M. GOODRIDGE, Assistant Examiner. 

1. A STARTING CIRCUIT FOR AN INTERNAL COMBUSTION ENGINE HAVING STARTING MOTOR MEANS FOR REVERSIBLY STARTING THE ENGINE, SAID CIRCUIT COMPRISING THE COMBINATION OF A SOURCE OF ELECTRICAL CURRENT, A PAIR OF SOLENOIDS OPERABLE SELECTIVELY TO ENERGIZE THE MOTOR MEANS FOR ENGINE STARTING IN OPPOSITE ROTATIVE DIRECTIONS, FIRST SWITCH MEANS ELECTRICALLY COUPLED TO SAID CURRENT SOURCE AND OPERABLE TO SELECTIVELY ENERGIZE SAID SOLENOIDS, AND IGNITION COIL, SECOND SWITCH MEANS ELECTRICALLY COUPLED TO SAID IGNITION COIL AND INCLUDING A PAIR OF CONTACTS SELECTIVELY ELECTRICALLY COUPLED TO SAID IGNITION COIL, THIRD SWITCH MEANS ELECTRICALLY COUPLED TO SAID CURRENT SOURCE AND TO SAID PAIR OF CONTACTS, SAID THIRD SWITCH MEANS BEING OPERABLE TO SELEC- 